The season of 1897 with three steamers all making double trips brought the introduction of the six trips a day, a service which fully provided for the new connection then opened, and for the increases which gradually came in several subsequent years.

The _Niagara Falls Park Electric Railway_, then already in operation on the Canadian side between the Falls and Queenston running on the upper level follows the river banks of the Gorge, overlooking it from these heights and adding views of the far vistas of the surrounding country and up and down the river.

The new Electric Railway, on the American side, put into full working operation in this year, and known as the _Gorge Line_, was constructed far down in the Gorge, just a little above the waters edge, following the curvings of the river, beneath the cliffs, and giving opportunity for coming into immediate proximity with the tossing rapids on this lower part of its torrents.

The construction of this railway from the Falls to Lewiston was the work of Messrs. Brinker & Smith, of Buffalo, and in boldness of conception, and overcoming of intense difficulties in construction, is a record of great determination and ability.

[Ill.u.s.tration: How the FALLS have cut through the GORGE.]

A round trip on both these lines, going up on one and returning by the other, and crossing the river on the cars at the Upper Bridge, reveals all the glorious scenery of the Niagara River between the Falls where they now are and the Niagara Escarpment at Queenston Heights, where the geologists tell us the Falls once fell over the cliffs to the lower level. It is estimated that from this place of beginning of the chasm which they have cut out of the strata of the intervening rocks, from 16,000 to 25,000 years, according to different views, have been spent in reaching to their present position and they are still continuing to cut their way back further up the river.

The process by which this has been done can be clearly seen by noticing on the sides of the cliffs that the several layers of limestone strata lie flat above one another, with large softer layers and deposits between each.

The waters of the river at the upper level pour over the edge of the topmost rock ledge, and the reverberations and spray then wash out the intervening sand and softer layers, so that the rock strata becoming unsupported break off, and fall down into the gulf. In this way the chasm has year after year been bitten back.

When leaving the dock on the Niagara River Line steamers at Lewiston, or coming up the river from Niagara-on-the-Lake, it is enthralling to look up at these great cliffs, and in imagination casting the mind back into the centuries, see the mighty river as it once poured its torrents direct in one concentrated ma.s.s from the edge of these heights into the open river lying at their feet.

What a stupendous spectacle it must have been; yet, though wondrous, not more beautiful than the distant glimpses now gleaming through the shadowed portal between the cliff-sides clad with verdure and cedar, dominated by the shaft of the monument to the heroes of the _Queenston Heights_.

The acquiring of landing terminals on the Niagara River was further expanded in 1899, by the purchase from the Duncan Milloy Estate of the docks at _Niagara-on-the-Lake_. In addition to the wharves this property includes the shipyard of the old-time Niagara Dock Company, whose launching slips for the many steamers which they constructed are still in evidence. On the doors of the large warehouse alongside the wharf, there were then still to be traced the faint remains of the names of some of the vessels, which of old time used to ply to the port. The ground floor of the building appears to have been divided into sections, in which s.p.a.ce for the freightage or equipment of each of the several vessels was allotted. Over the door of each section were the names for the occupants, as originally painted.

_Schooners--Canada_, _Commr. Barrie_, _Cobourg_, _United Kingdom_, _St.

George_, _William IV._, _Great Britain_.

These names were now carefully restored. The steamers which ran regularly on the Niagara route have already been mentioned, these others used the port as convenient for laying up for the winter, with the advantage of the proximity of the dockyard for repairs. The _Cobourg_ built at Gananoque in 1833, ran between Toronto and Kingston, with Lieutenant Elmsley, R.N. in command. The _St. George_ was built in Kingston in 1834, and was mainly occupied between lake ports on the North Sh.o.r.e Route.

These doorways and the names now easily read above them bring us into immediate contact with the early enterprises on the river and form connecting links between the navigation interests under the opening conditions and those of the present time. The route has the charm of a constant unravelling of history.

Another wraith there is in connection with this Niagara dock which cannot be omitted. For many years a pa.s.senger on the incoming steamers would see a man in conductor's uniform standing on the dock watching the arrival. This was Mr. Miles, conductor of the Mail Express train, which ran on the Erie and Niagara branch between Buffalo and Niagara-on-the-Lake twice each day; on which with never failing regularity he made his double round trip each day for almost twenty years. Through three changes of ownership and several pa.s.senger agents "Paddy" Miles, as he was generally called, held his position and so dominated conditions that the train came to be known as "Paddy Miles' train," and the Branch as "Miles' Railway." He was superintendent, train dispatcher, and general pa.s.senger agent, in his own opinion, all moulded into one, and acted accordingly. As he stood on the dock with hands thrust deep into his breeches pockets and a scowl upon his forehead, he seemed to consider it was rank treason for anyone to pa.s.s up the river and not get off and use his train. Yet this was only on the surface, for Paddy was at heart a good soul, who took a very personal interest in the earnings of his Branch.

The _Buffalo Exposition_ of 1900, bringing together as it did tourist business from all parts of the continent and of the world, threw exceptional business over the line. It may be said with certainty that every tourist who visits the American continent visits without fail the Niagara Falls, as one of the great wonders of the world. With the expanded facilities which have been given him, a very large proportion also visit the Niagara River and its water attractions, and cross the lake to Canada at Toronto. This was clearly evidenced at the Buffalo Exposition, and the largely increasing traffic then arising, all of which was satisfactorily dealt with, without any shortcomings or mishap.

In January, 1901, Sir Frank Smith died, being the second of the original Board to pa.s.s away. His judgment, forceful determination, and large capital, had been main-springs in the creation and establishment of the line of steamers whose beginnings he had promoted. Mr. J. J. Foy was elected President in his place.

It was during this year, (1901) that their Royal Highnesses the _Duke and d.u.c.h.ess of York_ (now King George V. and Queen Mary) made their remarkable tour through the overseas part of the British Empire. One portion of their visit to Canada included the Niagara district, and a rest of several days in privacy and quiet at Niagara-on-the-Lake, the _Queen's Royal_ being specially set apart for their use. On October 10th, they visited the Queenston Heights, Brock's Monument, and the Niagara Falls, by special cars of the Niagara Falls Park Electric Railway. The _Corona_ was used by the Royal visitors as a private yacht from Niagara-on-the-Lake to Queenston and return.

It is a fact worthy of noting that both here and during the whole of their nine months of travel around the world, their Royal Highnesses never placed foot on any other than British ship or British soil.

During the time the _Chippewa_ was under construction in 1891, the Dominion Government had become proprietors of the dry dock at Kingston, and were making considerable improvements. The attention of the department was drawn to the fact that if completed as then designed, the dock would not be of sufficient length to take in the _Chippewa_, which would, when launched, be the largest steamer on Lake Ontario. Further construction had therefore been made, by which the pontoon gate which closed the entrance, could be moved fifteen feet further out when required, to enable the steamer to be taken in.

[Ill.u.s.tration: The CAYUGA in Niagara River off Youngstown. page 188]

In the spring of 1902 the time had come for the _Chippewa_ to be placed in dock for the usual inspection. It was then found that the outer place for the gate had never been used, the local authorities stated that they could not change its position and that, therefore, the _Chippewa_ could not be taken into the dock. This was a poser for the steamer was too long for the dock as it existed. With Captain McGiffin I visited Ottawa to see if any influence could be brought up on the local authorities to get them to furnish us with the full length. We here met with a reception which was a specially valued reminiscence of an able parliamentarian. The Hon. Israel Tarte, a French-Canadian, had recently been appointed to be Minister of Public Works, and here he fully sustained the wide reputation he had elsewhere acquired for quick decision and immediate instruction. We suggested that if the gate could not be moved back, a s.p.a.ce could be cut out of the stone steps at the inner end of the dock, so as to enable the prow of the _Chippewa_ to extent between them.

On hearing our request, Mr. Tarte called in his Chief, asked if it could be done, being a.s.sured that it could added "_Can you go to Kingston to-night and arrange for it?_" The next morning work was begun in the dock so that the steamer could be taken in. Vessel men who had been accustomed to the slow and deliberate methods which had previously existed, greatly appreciated the changes which for the improvement of our local business from the City of Toronto.

It has often been noted that a Sat.u.r.day half holiday is almost universally taken by the citizens of Toronto. In fact not a few of the travelling men from the United States have said that there is no use coming to Toronto to do business on Sat.u.r.day, as everyone is closing up for their afternoon trip. In the attaining of this condition the Niagara Navigation Company has had much to do, as the result of persistent advocacy.

With the increasing steamers we had abundant deck room which we desired to fill, particularly for the afternoon trip. This might be effected by getting the employers of some of the specific lines of business to close their establishments at 1 o'clock on Sat.u.r.days.

An "_Early closing movement_" was quietly inaugurated, groups engaging in the same business were canva.s.sed and agreements arranged for simultaneous closing. The retail music stores were the first to put up the notices, and were followed by other lines of trade, as the public took gladly to the idea, until in four or five years the practice became well nigh universal and a "_Sat.u.r.day afternoon for Recreation, Sunday for rest_" had been obtained. That it has been a boon to many is without doubt, and the City is the better for the many outings which are now available for the Sat.u.r.day afternoon holiday.

Thus do great things from little movements grow.

Mr. John Foy was appointed President in February, 1902, and Mr. B. W.

Folger, who had done splendid service in the steamboating interests in the Thousand Islands and St. Lawrence River was appointed General Manager. With him began a whole series of improvements and of expansion, which has continued with increasingly good results.

The regularity with which the steamers of the Niagara Line have made their pa.s.sages has always been proverbial, contributed to by the seaworthiness of the vessels and the seamanship of their officers. From earliest days, but since somewhat modified, we had adopted the principle learned from the _Kingston_ and _Holyhead_ mail steamers, whose route was somewhat a.n.a.logous to ours, a quick run across open water with a narrow entrance at each end, that it was best to run the steamer at a regular gait and even in fog except in the vicinity of other vessels to hold her course, and when off the port to stop until certain.

Sometimes there have been longish pa.s.sages. One Sat.u.r.day morning in August, 1903, the _Chippewa_ left Toronto at 7 a.m. during a strong gale with a heavy sea from the east. A thick fog was found enveloping the south sh.o.r.e extending some five miles out. On gaining the Bell Buoy off Niagara and not being able to see anything, Captain McGiffin, rather than run any risk, determined to keep close to the buoy ready to run in should the fog lift.

Here during all day and evening he remained within sound of the bell, coming up to and dropping away again under the heavy sea, until at last the lights on the land could be seen and _Chippewa_ came alongside the dock at 11.50 p.m., 16 hours from Toronto! No other steamer was on the Lake that day. McGiffin kept his pa.s.sengers well fed and for his carefulness and judgment was advanced to position of "Commodore."

A similar episode of carefulness had taken place in 1886, on the _Cibola_ under Captain McCorquodale, when he similarly held his place off the port in a fog from 6 p.m. to 3 a.m. Both considered it was better to be sure than to be sorry.

In those early days the engines of the Michigan Central, would in emergency be placed with their head lights facing out on the river, and their whistles blown to guide the steamers in, but since then the large range lights have been installed by the Government, and made entrance easier.

It was under the leadership of such men as these that the officers of the company were trained up, its rules and traditions formed, and stability of service encouraged. There are not a few officers and men who have been from ten to twenty years in the service, earnest in their profession, careful of the public and loyal to the company, which from the time of its inception has endeavored to treat them as members of a family gathering.

On the death of Mr. John Foy in December, 1904, he was succeeded in the Presidency by Mr. E. B. Osler (knighted 1913), who ever since he had entered the company, had always taken a very active interest in its progress and hereafter took a still more intimate share in directing its policy and development.

CHAPTER XVII.

CAYUGA ADDS HER NAME--NIAGARA AND HAMILTON JOINED--THE NIAGARA FERRY COMPLETED--ICE JAMS ON THE RIVER--ONCE MORE THE UNITED MANAGEMENT FROM "NIAGARA TO THE SEA."

Under virile management the business on the route kept fast increasing and it became evident that more accommodation should be supplied even before it might become absolutely necessary. It was therefore determined to build another steamer, which in speed and size would be a still further step forward and would be ready for any adverse compet.i.tors should any happen to arise. Mr. Folger visited Great Britain to make inquiries and on his return Mr. Angstrom was again engaged to prepare the designs for the new steamer.

Contracts were let to the Canadian Ship Building Co., of Toronto, for a steamer 317 feet long, 36 feet beam, 4,300 horse-power to carry 2,500 pa.s.sengers.

We were again faced with the necessity of a choice of a new name. Requests were made for suggestions, and "Book Tickets" offered as a prize to those who might send in the name which might be accepted. Two hundred and thirty-three names beginning with "C" and ending with "A" were contributed to us by letters and through the public press. Out of these names the name _Cayuga_ was selected in recognition of the Indian tribes on the south sh.o.r.e of Lake Ontario, the district of the inner American lakes, in the State of New York, one of which bears the name of Lake Cayuga.

It is also the name of an old and flourishing town in Ontario, near the sh.o.r.es of Lake Erie, adjacent to the land reserved for the Mohawks under Brant, and still occupied by their descendants. A very interesting annal was at that time exhumed, being the record kept by the first Postmaster of this town of _Cayuga_, of the spellings of the name of his post office as actually written upon letters received there by him during a period of some twenty-five years. The list is curious. It seems strange that there could have been such diversity of spelling, but it is to be remembered that in the "thirties" there were not many schools, and by applying a phonetic p.r.o.nunciation to the names in this list, and particularly by giving a K sound to the C and splitting the word into six syllables and p.r.o.nouncing each by itself, some appreciation may be acquired of a similarity in sound, although the spelling is so exceedingly varied. The adherents of spelling reform will perhaps be heartened by the result of everyone spelling as they please.

List of Mr. Isaac Fry, the Postmaster at Cayuga, in the County of Haldimand, giving 112 ways of spelling Cayuga, "everyone of which" he wrote "have been received on letters at this office."

Cyuca Cuba Cayagua Cuga Kauguge Cayga Keugue Cayega Esquga Cayhuga Ceaugy Ciyuga Cayaga Cayuhoga Cayua Cauaga Gaugoke Ciuga Cajaga Caiuga Cyega Kukey Cuygey Caucy Cugga Caugy Cayago Chaugy Caugh Cayugia Caughe Cauguay Kiucky Cayoha Canuga Kikuwa Cayuago Caugey Cauyga Cayueg Kajuke Cajuka Payuga Caugia Cayuag Cajauga Kajuka Cauguga Kaucky Cayaga Cogugar Cayuage Caugua Couga Cuyahja Cahucia Cayuga Kayuga Keyuka Cayuge Cyuga Cayug Caoga Ceuaga Canugua Caygua Cayauga Cuagua Caouga Gayuga Caguga Kiuga Caugga Kayga Caiuka Cayuka Kugogue Cycuga Cayeugo Couga Caugay Cayyuga Cayugay Kauga Ceuga Cayouga Caluga Cyug Cayhaigue Keugey Keugeageh Cuyuga Cyugiah Kyuga Cayuah Cauga Cyuga Chaquga Cayugu Caugy Cayugua Cayega Cayugo Ceauga Cayugga Cuyugo Cayuig Cahuga

The steamer was successfully launched in the company's yards at the foot of Bathurst street, Toronto, on the 3rd of March, 1906. Miss Mary Osler, daughter of the President, conferring the name.

After the completion of the steamer, the speed trials which were of a most interesting and important character, were engaged in. The contract was that the steamer, under the usual conditions for regular service, should make the run between Toronto and Charlotte, and return, a distance of ninety-four miles each way, at an average speed of 21-1/2 miles per hour. A further condition was to make a thirty-mile run, being the distance between Toronto and Niagara, at a maintained speed of 22-1/2 miles per hour. Both conditions were exceeded, greatly to the credit of the designer and of the contractors.

When put upon the route in 1907, the _Cayuga_ received the commendation of the travelling public, her weatherly capacity and speed enabling the leaving hour to be changed from 7 a.m. to 7.30.

A compet.i.tion which had been antic.i.p.ated now developed itself, and the fast and able steamer _Turbinia_ was in 1908 placed by her owners upon the Lewiston-Toronto route, making two trips per day. She put up a gallant fight, but, against a company making six sailings at each end of the route per day, there was no room left into which she could squeeze without finding a compet.i.tor alongside. It was found, too, that although her speed was greater than that of any of the other steamers on the lake, she was exceeded in speed by the _Cayuga_. Her attack upon the route was met, as the Niagara Navigation Company intended it should be, by frequency of sailings and strict fulfillment of service, leaving no room for any compet.i.tor to find an opening, and by the high average speed maintained by all its steamers and particularly the new one. After keeping up a gallant struggle until the end of the mid-summer season, the _Turbinia_ retired to her previous route between Toronto and Hamilton.

Another addition to our dock properties was now effected. We had for many years been lessees of the dock at Lewiston, but now, in 1908, became its full owners by purchasing the whole frontage from Mr. Cornell, our lessor, with whom we had for so many years been in cordial working. The dock had fallen somewhat out of repair and very considerable improvements were requisite for the convenience of the increasing numbers of our pa.s.sengers and for their comfort. Fortunately the larger part of these improvements were postponed to the next season, for during the winter 1908-09, which was exceptionally severe, an extraordinary freshet and piling up of ice on the river occurred.